How Can Transit Backers Sway Conservatives? Oberstar Joins the Debate

In the years before partisan warfare became the norm in Washington,
transportation tended to unite both ends of the ideological spectrum.
Can rationality return to infrastructure policy debates that have
become subsumed by culture clashes between cyclists and drivers,
urbanists and suburbanites — and, of course, Democrats and Republicans?

6a00d83454714d69e20120a56823e7970b_320wi.jpgHighways and transit, side by side in Berlin. (Photo: Streetsblog.net)

That
question brought House transportation committee chairman Jim Oberstar
(D-MN) to a small meeting room on Capitol Hill today as conservative
transit advocate Bill Lind engaged assistant transportation secretary Polly Trottenberg, Reconnecting America president John Robert Smith, and urban developer Chris Leinberger in a spirited debate.

Lind focused on the themes of Moving Minds,
a book he co-wrote with the late conservative icon Paul Weyrich to
debunk many of the anti-transit, pro-roads myths trotted out by Randal O’Toole, Wendell Cox, and other pundits on the right.

"The
way we got to America’s national motto being ‘drive or die’ … is not
because of any sort of free market," Lind said today. "We got here
because of massive government subsidization of one competitor and the taxing of another."

But
the dialogue got interesting when Oberstar arrived, a cast on his arm
after taking a spill on a sheet of ice. He shared an anecdote about
former French President Charles de Gaulle’s support for rail before
hitting a familiar note, one best described as respectfully critical of
the Obama administration.

"Political will
— that’s what we’re lacking today and have been lacking for a long
time," Oberstar said, urging fellow policymakers "to reinvest in a
system that moves great numbers of people at the lowest cost."

In
a direct communication to Trottenberg, the White House’s representative
in the room, he added that he stands ready to take up a new federal
transportation bill "whenever this administration can find its
political will to support a financing mechanism."

Trottenberg
took the floor next, acknowledging "frustration" on the part of U.S.
DOT staff as they seek to build political support for the difficult
choices needed to raise revenue for large-scale reform.

Particularly
in the Senate, she said, "a lot of members do the math [and conclude
that] ‘it’s valuable for me to fight for every single dollar to go to
highway funds’," regardless of the impact that choice would have on
their constituents’ future or the common good.

But the participants in today’s event appeared to agree that the message in Lind’s book, as well as the national revival
of streetcar projects, would help smooth over the polarization that has
come to characterize American transportation decision-making.

"There’s
a strong rural message in everything we’re saying," noted Smith, the
former Republican mayor of Meridian, Mississippi. "When gas gets to be
four dollars a gallon, our people have no other options."

(After
hearing Smith speak about the small-town potential of transit, Oberstar
extended a most congressional compliment: "Could you be on loan to our
committee? Or to the Senate …")

And Lind made perhaps
the most cogent argument in favor of abandoning transportation
dichotomies such as urban versus suburban. "The rural-urban split is
something that anti-transit forces try to exploit on the state
legislature level" to defeat transit funding proposals, he observed.

  • Erik G.

    I’m always hesitant to use Berlin as an example, Damien. They had a bit of planning “help” from the RAF, the USAF and Red Army Artillery, and then West Berlin ended up with under-utilized ring-railways like the above thanks to the policies of the Soviet Union and the then East German SED, now the German political party PDS.

    IIRC, the corridor above was once all railway but then had the road added when the railway was cut-off from the East German Reichsbahn (Reichsbahn controlled the railways in West Berlin too) system by the Berlin wall. Of course we have examples too such as I-10 through East L.A. (on the former PE ROW, which still exists as the one-track San Bernardino Metrolink Line) and I-90/Mass Pike into Boston along the former Boston and Albany ROW, which is still used for commuter and passenger trains to Framingham, Worcester and on to Chicago.

    That said, I think Berlin is a great example for L.A. interms of bike and pedestrian planning. The city is very spread out, infact it is less dense than L.A. The bike track system was begun in West Berlin in the mid 1980’s and has now been expanded into the former Soviet Sector of the city since the reunification of the city in 1990; there was no bicycle path/track/loane system at all in East Berlin during the existence of the DDR!

    If only L.A. could have such a system 25 years from now!

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